1 00:00:16,465 --> 00:00:18,340 PHILIP GREENSPUN: So remember, as VFR pilots, 2 00:00:18,340 --> 00:00:20,890 you're actually going to be doing stuff that 3 00:00:20,890 --> 00:00:26,500 is in some ways more challenging than what airline pilots do, 4 00:00:26,500 --> 00:00:29,200 because you're always trying to keep clearances 5 00:00:29,200 --> 00:00:32,750 from clouds that the IFR pilots don't care about. 6 00:00:32,750 --> 00:00:34,990 And if you're flying a low performance airplane, 7 00:00:34,990 --> 00:00:40,150 you're also dealing with flying through the weather 8 00:00:40,150 --> 00:00:42,290 instead of just going on top of it. 9 00:00:42,290 --> 00:00:46,690 So while you're the VFR only pilot, 10 00:00:46,690 --> 00:00:51,590 these non-local flights, really pay attention to weather. 11 00:00:51,590 --> 00:00:55,502 Airspace, go and study this a little bit before the exam. 12 00:00:55,502 --> 00:00:56,710 Here are the different kinds. 13 00:00:56,710 --> 00:00:58,070 Remember Class A is up high. 14 00:00:58,070 --> 00:00:59,770 You need an instrument clearance. 15 00:00:59,770 --> 00:01:02,260 Class B is around the biggest airports. 16 00:01:02,260 --> 00:01:05,019 Class Charlie's around Manchester, New Hampshire. 17 00:01:05,019 --> 00:01:07,330 And D is for Hanscom. 18 00:01:07,330 --> 00:01:09,910 And E is everywhere else. 19 00:01:09,910 --> 00:01:11,740 OK. 20 00:01:11,740 --> 00:01:14,920 The goal for the basic VFR weather minimums 21 00:01:14,920 --> 00:01:19,360 is to make sure that an IFR plane coming out of the cloud 22 00:01:19,360 --> 00:01:22,240 has time to see and avoid you, because the air traffic 23 00:01:22,240 --> 00:01:26,200 controller's job is to separate IFR airplanes from each other. 24 00:01:26,200 --> 00:01:28,990 It's not to separate IFR and VFR traffic. 25 00:01:28,990 --> 00:01:30,850 They will tell you about them. 26 00:01:30,850 --> 00:01:33,310 But you're responsible as a VFR pilot 27 00:01:33,310 --> 00:01:35,840 for staying reasonably clear of clouds. 28 00:01:35,840 --> 00:01:39,130 So just review these cloud clearances. 29 00:01:42,040 --> 00:01:46,450 Class E, you can see that this is a pretty good one 30 00:01:46,450 --> 00:01:47,860 to remember for the test-- 31 00:01:47,860 --> 00:01:53,620 500 below, 1,000 above, 2,000 horizontally. 32 00:01:53,620 --> 00:01:55,540 If you're really low in Class G airspace, 33 00:01:55,540 --> 00:01:57,843 you can do some crazy stuff. 34 00:01:57,843 --> 00:01:59,760 Again, I don't think that this is really there 35 00:01:59,760 --> 00:02:03,970 to let you go from Boston to Chicago scud 36 00:02:03,970 --> 00:02:07,750 running with one mile of visibility 37 00:02:07,750 --> 00:02:09,729 and just clear of the clouds. 38 00:02:09,729 --> 00:02:12,790 I think it's more to enable people to say, take off and do 39 00:02:12,790 --> 00:02:15,910 pattern work at their home airport 40 00:02:15,910 --> 00:02:18,240 in some kind of little tiny, very slow airplane. 41 00:02:18,240 --> 00:02:19,990 TINA SRIVASTAVA: Pattern work is just what 42 00:02:19,990 --> 00:02:21,407 we were drawing on the chalkboard, 43 00:02:21,407 --> 00:02:23,530 flying the traffic pattern at an airport. 44 00:02:23,530 --> 00:02:24,760 PHILIP GREENSPUN: OK. 45 00:02:24,760 --> 00:02:28,038 So again, yeah, just review the presentation or the FAA book 46 00:02:28,038 --> 00:02:29,455 so you know your weather minimums. 47 00:02:32,090 --> 00:02:34,433 Yeah, incredibly at night for Class G, 48 00:02:34,433 --> 00:02:36,100 getting back to that pattern work thing, 49 00:02:36,100 --> 00:02:38,620 if you want to go out and practice takeoffs and landings 50 00:02:38,620 --> 00:02:41,440 at night, if you stay within half a mile of the runway, 51 00:02:41,440 --> 00:02:45,520 you can go right down to one mile of visibility and right up 52 00:02:45,520 --> 00:02:48,040 to the clouds. 53 00:02:48,040 --> 00:02:49,500 OK. 54 00:02:49,500 --> 00:02:51,630 Here's that chart again. 55 00:02:51,630 --> 00:02:52,130 Learn it. 56 00:02:52,130 --> 00:02:53,000 Know it. 57 00:02:53,000 --> 00:02:55,630 A special VFR-- actually if you're at Hanscom 58 00:02:55,630 --> 00:03:00,400 and the weather is below the basic minimums and you say you 59 00:03:00,400 --> 00:03:03,130 want to do some pattern work anyway either in a helicopter 60 00:03:03,130 --> 00:03:05,860 or in an airplane, you can request-- 61 00:03:05,860 --> 00:03:08,110 they can't offer it, but you can request-- 62 00:03:08,110 --> 00:03:09,430 a special VFR clearance. 63 00:03:09,430 --> 00:03:12,850 And they'll say, OK, there's not too much IFR traffic right now. 64 00:03:12,850 --> 00:03:18,010 So you take off and land and do your stuff. 65 00:03:18,010 --> 00:03:21,670 If it's at night, you'll have to be an IFR pilot basically. 66 00:03:21,670 --> 00:03:26,200 Cirrus publishes this good Personal Minimum Matrix. 67 00:03:26,200 --> 00:03:30,250 I wouldn't say that you have to adopt their specific numbers. 68 00:03:30,250 --> 00:03:32,440 But I think their way of thinking isn't bad. 69 00:03:32,440 --> 00:03:38,920 So notice they're saying if you are, 70 00:03:38,920 --> 00:03:42,790 let's see, an average pilot, so you've 71 00:03:42,790 --> 00:03:46,870 got 10 IFR hours within the last 90 days, 72 00:03:46,870 --> 00:03:50,050 you've done one not on autopilot with approach 73 00:03:50,050 --> 00:03:52,600 within the last 90 days, well, go over here 74 00:03:52,600 --> 00:03:54,400 and go down to a 500-foot ceiling 75 00:03:54,400 --> 00:03:56,548 and two miles of visibility. 76 00:03:56,548 --> 00:03:58,840 Don't go down to the published approach minimums, which 77 00:03:58,840 --> 00:04:01,660 are designed for a two pilot professional crew 78 00:04:01,660 --> 00:04:03,670 unless you know you're very current, 79 00:04:03,670 --> 00:04:07,060 you've done a whole bunch of flying in the last 90 days. 80 00:04:07,060 --> 00:04:08,980 Anyway, so they just try to fit-- 81 00:04:08,980 --> 00:04:12,280 they try to say, how challenging is this flight, how experienced 82 00:04:12,280 --> 00:04:15,580 are you in general, how experienced are you recently, 83 00:04:15,580 --> 00:04:17,360 and come up with some numbers. 84 00:04:17,360 --> 00:04:19,329 So again, you can pull this out of the slide. 85 00:04:19,329 --> 00:04:20,170 TINA SRIVASTAVA: And just to clarify 86 00:04:20,170 --> 00:04:22,587 what we're talking about when we're talking about personal 87 00:04:22,587 --> 00:04:24,880 minimums, so there are minimums that you 88 00:04:24,880 --> 00:04:28,270 have to know for the FAA exam like we were just talking 89 00:04:28,270 --> 00:04:32,830 about in terms of the minimum visibility that must be there 90 00:04:32,830 --> 00:04:35,710 in order for you to fly in certain classes of airspace. 91 00:04:35,710 --> 00:04:39,100 But then there are also minimums that you set on yourself 92 00:04:39,100 --> 00:04:43,000 to be a safe pilot and to be knowledgeable about what 93 00:04:43,000 --> 00:04:44,780 your restrictions and what your experience 94 00:04:44,780 --> 00:04:46,940 and what your currency is. 95 00:04:46,940 --> 00:04:49,990 So for example, we talked about crosswind. 96 00:04:49,990 --> 00:04:53,020 So there isn't an FAA reg necessarily. 97 00:04:53,020 --> 00:04:55,840 As long as it's within your aircraft's operating 98 00:04:55,840 --> 00:05:00,550 conditions, there's no specific reason why a 15 or 20 knot 99 00:05:00,550 --> 00:05:02,680 crosswind is a problem. 100 00:05:02,680 --> 00:05:04,840 But maybe you're not very comfortable with it. 101 00:05:04,840 --> 00:05:07,398 You haven't done a lot of slips recently. 102 00:05:07,398 --> 00:05:09,190 You're still getting used to your aircraft. 103 00:05:09,190 --> 00:05:13,690 So you might say a smaller crosswind or gusting 104 00:05:13,690 --> 00:05:15,760 winds would be appropriate for you to land it. 105 00:05:15,760 --> 00:05:18,260 So that's setting a personal minimum on yourself. 106 00:05:18,260 --> 00:05:22,110 And this is an example of personal minimums 107 00:05:22,110 --> 00:05:24,230 based on your experience and your currency. 108 00:05:24,230 --> 00:05:26,730 PHILIP GREENSPUN: Yeah, and the FAA will never suggest this. 109 00:05:26,730 --> 00:05:30,540 But the appropriate escape from a challenging situation 110 00:05:30,540 --> 00:05:33,870 that you think might be on the edge of safety 111 00:05:33,870 --> 00:05:39,810 is to rent the five seat SR22 instead of the four seat SR20 112 00:05:39,810 --> 00:05:42,340 and go with an instructor. 113 00:05:42,340 --> 00:05:43,970 So it's as easy as that. 114 00:05:43,970 --> 00:05:45,360 OK, remember, this was confusing. 115 00:05:45,360 --> 00:05:48,570 They used category in class to mean two totally 116 00:05:48,570 --> 00:05:49,770 different things-- 117 00:05:49,770 --> 00:05:51,900 forgetting your pilot's certificate. 118 00:05:51,900 --> 00:05:54,810 The category is there on the left, 119 00:05:54,810 --> 00:05:58,230 something like an airplane versus a rotorcraft. 120 00:05:58,230 --> 00:06:00,990 And the class would be multi-engine land 121 00:06:00,990 --> 00:06:06,292 versus a helicopter category class. 122 00:06:06,292 --> 00:06:08,750 But then for aircraft, they do something totally different. 123 00:06:08,750 --> 00:06:12,840 And they say category would be normal category or acrobatic. 124 00:06:12,840 --> 00:06:15,050 And class would be airplane. 125 00:06:15,050 --> 00:06:17,690 So they may ask you about this just because they 126 00:06:17,690 --> 00:06:19,280 like to torture you. 127 00:06:19,280 --> 00:06:21,610 The four forces of flight, remember these. 128 00:06:21,610 --> 00:06:22,610 Tina talked about them. 129 00:06:22,610 --> 00:06:25,400 If you're just bombing along, straight and level, 130 00:06:25,400 --> 00:06:26,900 not accelerating, then they're going 131 00:06:26,900 --> 00:06:30,430 to all be in balance, because F equals ma. 132 00:06:30,430 --> 00:06:34,380 a equals whatever-- can't remember the math. 133 00:06:34,380 --> 00:06:35,220 Anyway, F equals ma. 134 00:06:35,220 --> 00:06:37,790 I know that much. 135 00:06:37,790 --> 00:06:39,140 Remember these three axes. 136 00:06:39,140 --> 00:06:41,180 They'll ask you about this on the test 137 00:06:41,180 --> 00:06:43,710 usually in combination with some other stuff. 138 00:06:43,710 --> 00:06:47,750 So rotation about the vertical axis is going to be yaw. 139 00:06:47,750 --> 00:06:50,300 Rotation about the-- this is complicated. 140 00:06:50,300 --> 00:06:51,230 Let's see. 141 00:06:51,230 --> 00:06:54,620 Rotation about the lateral axis is going to be pitch. 142 00:06:54,620 --> 00:06:58,940 Rotation around the longitudinal axis I believe will be roll. 143 00:06:58,940 --> 00:07:01,690 So that's a little bit confusing since-- 144 00:07:04,840 --> 00:07:10,500 yeah, here we have it-- pitch, roll, yaw. 145 00:07:10,500 --> 00:07:13,650 So think about it. 146 00:07:13,650 --> 00:07:15,270 Roll is really the lateral motion. 147 00:07:15,270 --> 00:07:17,840 But it's around the longitudinal axis. 148 00:07:17,840 --> 00:07:21,000 So don't get confused there. 149 00:07:21,000 --> 00:07:26,045 Remember why Johnny Cessna can't hover is also a limit for-- 150 00:07:26,045 --> 00:07:27,420 this limits everything basically. 151 00:07:27,420 --> 00:07:30,780 The stalling angle of attack is why you need a helicopter 152 00:07:30,780 --> 00:07:32,400 if you want to hover. 153 00:07:32,400 --> 00:07:36,690 And it is why you need to maintain a reasonable airspeed 154 00:07:36,690 --> 00:07:37,890 when you're landing. 155 00:07:37,890 --> 00:07:40,590 And it's also-- it limits your runway. 156 00:07:40,590 --> 00:07:44,703 If you had an airplane that didn't stall till it reached 157 00:07:44,703 --> 00:07:46,620 some crazy angle of attack, you could probably 158 00:07:46,620 --> 00:07:48,812 take off and land in 50 feet. 159 00:07:48,812 --> 00:07:49,770 TINA SRIVASTAVA: Right. 160 00:07:49,770 --> 00:07:54,060 And remember that we talked about even a paper airplane 161 00:07:54,060 --> 00:07:55,320 can generate lift. 162 00:07:55,320 --> 00:07:58,800 So it's not about the shape of the cross section 163 00:07:58,800 --> 00:08:02,640 of the wing that is making you be able to generate lift. 164 00:08:02,640 --> 00:08:04,590 It's the angle of attack and your ability 165 00:08:04,590 --> 00:08:07,140 to deflect air molecules down. 166 00:08:07,140 --> 00:08:08,730 That's what generates lift. 167 00:08:08,730 --> 00:08:12,330 That shape of the airfoil is just what Philip was saying. 168 00:08:12,330 --> 00:08:15,823 That allows you to have the stall speed be lower. 169 00:08:15,823 --> 00:08:18,240 PHILIP GREENSPUN: All right, so remember your left turning 170 00:08:18,240 --> 00:08:20,040 tendencies. 171 00:08:20,040 --> 00:08:23,160 Mostly you just remember that you need right rudder. 172 00:08:26,050 --> 00:08:27,690 TINA SRIVASTAVA: And a couple questions 173 00:08:27,690 --> 00:08:29,670 had come up on gyroscopic procession. 174 00:08:29,670 --> 00:08:32,820 So I added two videos about gyroscopes 175 00:08:32,820 --> 00:08:35,309 to help you understand gyroscopic procession 176 00:08:35,309 --> 00:08:38,610 and why that force is applied 90 degrees later. 177 00:08:38,610 --> 00:08:40,740 And so those are really fun videos you can look at. 178 00:08:40,740 --> 00:08:44,327 There's in this slide deck called Q&A and Review. 179 00:08:44,327 --> 00:08:46,660 PHILIP GREENSPUN: OK, so let's go back to the altitudes. 180 00:08:46,660 --> 00:08:49,710 So true altitude is your actual height above sea level. 181 00:08:49,710 --> 00:08:52,890 This is what's important if you want to get over a mountain, 182 00:08:52,890 --> 00:08:55,560 because the altitude on the chart for the mountain 183 00:08:55,560 --> 00:08:58,140 is also the actual height above sea level. 184 00:08:58,140 --> 00:09:00,750 Indicated is what your altimeter shows. 185 00:09:00,750 --> 00:09:05,100 If you're below 18,000 feet and it's not some insane 186 00:09:05,100 --> 00:09:08,130 temperature and you've got a current altimeter setting 187 00:09:08,130 --> 00:09:11,430 from air traffic control as you fly along with VFR advisories, 188 00:09:11,430 --> 00:09:13,650 they'll keep updating you with altitudes. 189 00:09:13,650 --> 00:09:17,820 If you're not talking to ATC, you may tune in to the airports 190 00:09:17,820 --> 00:09:21,270 that you're flying over to get the altimeter there. 191 00:09:21,270 --> 00:09:23,340 If you have your correctly set altimeter, 192 00:09:23,340 --> 00:09:27,090 it should be pretty close to your true altitude. 193 00:09:27,090 --> 00:09:31,020 But and the GPS will give it to you as well. 194 00:09:31,020 --> 00:09:33,120 All right, absolute height above the ground, 195 00:09:33,120 --> 00:09:36,570 I don't think that's ever really relevant. 196 00:09:36,570 --> 00:09:38,280 Pressure altitude is what you see if you 197 00:09:38,280 --> 00:09:43,530 tune your altimeter to 29.92. 198 00:09:43,530 --> 00:09:47,730 Density is critical for determining performance of both 199 00:09:47,730 --> 00:09:49,260 the aircraft and the engine. 200 00:09:49,260 --> 00:09:54,900 So that's a measure of how many actual molecules of air 201 00:09:54,900 --> 00:09:59,340 are there going to be in a 1-liter cylinder, for example. 202 00:09:59,340 --> 00:10:01,410 Know your taxiway and runway markings. 203 00:10:01,410 --> 00:10:04,920 This has practical value and also test value. 204 00:10:04,920 --> 00:10:07,470 One easy thing to remember is, if you're 205 00:10:07,470 --> 00:10:10,380 driving along a taxiway in your aircraft, 206 00:10:10,380 --> 00:10:14,340 you will see yellow paint on a black paved surface. 207 00:10:14,340 --> 00:10:17,850 So that sign tells you what taxiway that you're actually 208 00:10:17,850 --> 00:10:20,520 on, just like the real world experience 209 00:10:20,520 --> 00:10:22,590 of yellow paint on black. 210 00:10:22,590 --> 00:10:25,377 Everything else is reasonably self-explanatory. 211 00:10:25,377 --> 00:10:27,960 They probably-- even though if you're not an instrument pilot, 212 00:10:27,960 --> 00:10:31,020 they want you to know about this ILS hold short line. 213 00:10:31,020 --> 00:10:34,350 So if it's bad weather conditions 214 00:10:34,350 --> 00:10:36,330 and they're using the ILS, they don't 215 00:10:36,330 --> 00:10:39,840 want you going beyond there, because your metal airplane 216 00:10:39,840 --> 00:10:43,770 might interfere with the radio beams that are being sent up 217 00:10:43,770 --> 00:10:46,380 to landing IFR airplanes. 218 00:10:46,380 --> 00:10:50,580 Remember L/D MAX for best glide speed. 219 00:10:50,580 --> 00:10:54,210 So all these climb speeds, glide speeds, et cetera, 220 00:10:54,210 --> 00:11:02,310 are driven off of the points at which the various drags reach 221 00:11:02,310 --> 00:11:06,810 a minimum, or a minimum per mile traveled. 222 00:11:06,810 --> 00:11:08,640 Thunderstorms, the one thing you-- 223 00:11:08,640 --> 00:11:11,100 I hope you do remember is that everything's 224 00:11:11,100 --> 00:11:12,450 bad about convective clouds. 225 00:11:12,450 --> 00:11:17,700 Unstable air leads to cumulus clouds. 226 00:11:17,700 --> 00:11:20,250 They can become cumulonimbus clouds. 227 00:11:20,250 --> 00:11:23,280 And now you have a really bad hazard 228 00:11:23,280 --> 00:11:26,910 to aviation with terrible icing, terrible turbulence, maybe 229 00:11:26,910 --> 00:11:29,550 hail. 230 00:11:29,550 --> 00:11:31,620 So the squall line, I think they sometimes 231 00:11:31,620 --> 00:11:33,440 ask about this on the test. 232 00:11:33,440 --> 00:11:35,290 The frontal band of thunderstorms 233 00:11:35,290 --> 00:11:39,160 are just-- it's hard to get around them. 234 00:11:39,160 --> 00:11:42,300 And you may have to go 500 miles out of your way 235 00:11:42,300 --> 00:11:43,680 to get around a cold front. 236 00:11:43,680 --> 00:11:45,960 Or hang out on the ground for a few hours 237 00:11:45,960 --> 00:11:48,810 and wait for it to pass. 238 00:11:48,810 --> 00:11:51,630 TINA SRIVASTAVA: Also, just big changes in weather 239 00:11:51,630 --> 00:11:52,960 usually are not a good thing. 240 00:11:52,960 --> 00:11:55,590 So whether it's a big change in the barometric pressure, 241 00:11:55,590 --> 00:11:58,800 or as we saw from yesterday to today, 242 00:11:58,800 --> 00:12:02,070 a 40, 50 degree increase in the temperature 243 00:12:02,070 --> 00:12:04,980 is going to be accompanied by massive gusting winds. 244 00:12:04,980 --> 00:12:07,290 Today is not a good day to go flying. 245 00:12:07,290 --> 00:12:08,730 PHILIP GREENSPUN: Yeah, although actually it might not just 246 00:12:08,730 --> 00:12:09,230 be the day. 247 00:12:09,230 --> 00:12:13,770 It might be how are we ferrying a helicopter from Los Angeles 248 00:12:13,770 --> 00:12:14,760 back to Boston. 249 00:12:14,760 --> 00:12:16,710 And there was a thunderstorm coming in. 250 00:12:16,710 --> 00:12:19,010 So we just landed in an airport. 251 00:12:19,010 --> 00:12:21,270 It was probably gusting about 30 knots 252 00:12:21,270 --> 00:12:23,870 at the time, which isn't that bad for a Robinson, a four 253 00:12:23,870 --> 00:12:25,010 seat Robinson. 254 00:12:25,010 --> 00:12:27,400 Put the helicopter in a hangar. 255 00:12:27,400 --> 00:12:28,740 There's a huge storm. 256 00:12:28,740 --> 00:12:32,280 And two hours later, we took off in beautiful weather 257 00:12:32,280 --> 00:12:35,230 and continued our flight. 258 00:12:35,230 --> 00:12:37,855 There is an airport usually every 10 or 15 minutes 259 00:12:37,855 --> 00:12:38,480 of flight time. 260 00:12:38,480 --> 00:12:39,563 So take advantage of that. 261 00:12:39,563 --> 00:12:42,930 If things are getting beyond your comfort zone, 262 00:12:42,930 --> 00:12:46,005 don't just blindly continue to your destination. 263 00:12:46,005 --> 00:12:47,630 So remember, the alee side of mountains 264 00:12:47,630 --> 00:12:50,205 is where you can get a lot of turbulence and downdrafts. 265 00:12:50,205 --> 00:12:52,830 A little airplane doesn't have a whole lot of climb performance 266 00:12:52,830 --> 00:12:55,600 usually, especially up at higher altitudes. 267 00:12:55,600 --> 00:12:58,830 So be cautious about crossing big mountain ranges 268 00:12:58,830 --> 00:13:05,340 unless the winds aloft forecast is for very light winds indeed. 269 00:13:05,340 --> 00:13:07,520 Icing, also super bad-- 270 00:13:07,520 --> 00:13:09,140 again, as VFR pilots, you shouldn't 271 00:13:09,140 --> 00:13:12,170 have to worry about this once you get into instrument flying, 272 00:13:12,170 --> 00:13:14,115 as I hope a lot of you will. 273 00:13:14,115 --> 00:13:15,740 This is really what limits your ability 274 00:13:15,740 --> 00:13:18,920 to travel around in a Piper Cessna or Cirrus 275 00:13:18,920 --> 00:13:22,745 during the winter and shoulder seasons. 276 00:13:25,840 --> 00:13:27,280 Remember how to read the METAR. 277 00:13:27,280 --> 00:13:31,600 So this is back to Peachtree Dekalb Airport in Atlanta. 278 00:13:31,600 --> 00:13:36,820 So there sits the 16th at 1653, so about almost 5:00 PM 279 00:13:36,820 --> 00:13:38,390 in London Zulu Time. 280 00:13:38,390 --> 00:13:41,890 Winds are variable at 4, 10 statute miles of visibility, 281 00:13:41,890 --> 00:13:43,180 overcast 6,000 feet. 282 00:13:43,180 --> 00:13:48,310 That's 6,000 feet above the airport, not above sea level. 283 00:13:48,310 --> 00:13:49,360 Temp's 14. 284 00:13:49,360 --> 00:13:51,220 Dew point's minus 7. 285 00:13:51,220 --> 00:13:53,310 Altimeter's 3015. 286 00:13:53,310 --> 00:13:56,830 Oh and in the remarks, it says the rain ended 46 minutes 287 00:13:56,830 --> 00:13:58,590 after the hour. 288 00:13:58,590 --> 00:14:00,990 There you have it. 289 00:14:00,990 --> 00:14:03,120 All right, human factors summary-- 290 00:14:03,120 --> 00:14:05,920 so you are the weakest link. 291 00:14:05,920 --> 00:14:11,310 And if you develop some personal minimums, 292 00:14:11,310 --> 00:14:14,730 you'll be way ahead of the game. 293 00:14:14,730 --> 00:14:17,460 They should also factor in your recent experience, not just 294 00:14:17,460 --> 00:14:19,920 your overall level of flying. 295 00:14:19,920 --> 00:14:23,140 And always remember that it's a big aviation community. 296 00:14:23,140 --> 00:14:25,390 There's a lot of people that are happy to go flying-- 297 00:14:25,390 --> 00:14:28,800 can send mail to the members of the MIT Flying Club 298 00:14:28,800 --> 00:14:30,180 and just take a copilot. 299 00:14:30,180 --> 00:14:35,070 That's how the airlines have cut risk almost to zero. 300 00:14:35,070 --> 00:14:41,430 Magnetic variation, this is a topic 301 00:14:41,430 --> 00:14:44,460 that tends to snag people on the knowledge test. 302 00:14:44,460 --> 00:14:48,630 So just remember, you can re-derive it from the VOR 303 00:14:48,630 --> 00:14:50,770 if you ever get stuck. 304 00:14:50,770 --> 00:14:54,610 And east is least, west is best. 305 00:14:54,610 --> 00:14:58,240 Deviation-- then don't get deviation and variation 306 00:14:58,240 --> 00:14:58,750 confused. 307 00:14:58,750 --> 00:15:02,080 So deviation, remember, is that tiny little correction 308 00:15:02,080 --> 00:15:04,870 that's printed right underneath the compass. 309 00:15:04,870 --> 00:15:09,700 Flight planning tip, you saw this slide earlier. 310 00:15:09,700 --> 00:15:13,930 Even if FAR 61 and FAR 91 allow it, it doesn't mean it's wise. 311 00:15:13,930 --> 00:15:17,790 So if you look at FAR 121 and FAR 135 312 00:15:17,790 --> 00:15:20,260 for charger and scheduled airline service, 313 00:15:20,260 --> 00:15:22,360 they show you that there are some extra safety 314 00:15:22,360 --> 00:15:25,460 margins that can be built in. 315 00:15:25,460 --> 00:15:29,695 Night flying advice you just heard. 316 00:15:29,695 --> 00:15:31,320 Remember, as the owner/operator, you're 317 00:15:31,320 --> 00:15:36,990 responsible for keeping the airplane airworthy 318 00:15:36,990 --> 00:15:39,450 if you do choose to go out and buy an aircraft. 319 00:15:39,450 --> 00:15:42,160 So these responsibilities are for most of you going 320 00:15:42,160 --> 00:15:44,190 to be on the flight school. 321 00:15:44,190 --> 00:15:48,630 However, you're still the final authority as the pilot. 322 00:15:48,630 --> 00:15:52,730 And you can deviate from the rules in an emergency. 323 00:15:52,730 --> 00:15:55,260 And you only have to report the deviation if requested. 324 00:15:55,260 --> 00:15:57,780 I think the feds like to ask this on the knowledge 325 00:15:57,780 --> 00:16:00,395 test, because the natural answer is, of course, 326 00:16:00,395 --> 00:16:01,770 you have to report the deviation. 327 00:16:01,770 --> 00:16:04,050 And I declared it an emergency, and I broke the rules. 328 00:16:04,050 --> 00:16:05,670 But you don't actually have to report 329 00:16:05,670 --> 00:16:07,200 that unless they ask you to. 330 00:16:07,200 --> 00:16:09,540 TINA SRIVASTAVA: But even aside from an emergency, 331 00:16:09,540 --> 00:16:11,220 you're the pilot in command. 332 00:16:11,220 --> 00:16:14,610 Even if someone very assertively tells you to land and hold 333 00:16:14,610 --> 00:16:17,940 short or to fly straight to the numbers, which means don't fly 334 00:16:17,940 --> 00:16:21,600 the proper traffic pattern but land very quickly, 335 00:16:21,600 --> 00:16:24,000 or tells you no delay on the go because they 336 00:16:24,000 --> 00:16:26,140 want you to get out quickly, they have other jets, 337 00:16:26,140 --> 00:16:27,650 you can just say, unable. 338 00:16:27,650 --> 00:16:29,460 And they have to deal with it and make 339 00:16:29,460 --> 00:16:31,500 sure you're flying safely. 340 00:16:31,500 --> 00:16:33,810 And if you, especially as a student pilot, 341 00:16:33,810 --> 00:16:36,030 need extra time or extra consideration, 342 00:16:36,030 --> 00:16:39,450 just add student pilot to the end of all your radio calls. 343 00:16:39,450 --> 00:16:42,000 And they'll give you plenty of room to make mistakes. 344 00:16:42,000 --> 00:16:44,790 But they might also make you sit there and fly a bunch of 360s 345 00:16:44,790 --> 00:16:49,430 while they land everybody else and then give you time to land. 346 00:16:49,430 --> 00:16:52,540 PHILIP GREENSPUN: Yeah, so safety is not high tech. 347 00:16:52,540 --> 00:16:54,063 It should be probably. 348 00:16:54,063 --> 00:16:55,480 We should actually-- all the stuff 349 00:16:55,480 --> 00:17:00,450 that Michael showed you that's embedded in that DJI drone 350 00:17:00,450 --> 00:17:03,630 should probably be in these multimillion dollar aircraft. 351 00:17:03,630 --> 00:17:05,550 But it's not. 352 00:17:05,550 --> 00:17:10,650 So in the meantime, since an airliner 353 00:17:10,650 --> 00:17:15,780 isn't actually that much smarter than a little Cessna, 354 00:17:15,780 --> 00:17:17,230 why is it safer? 355 00:17:17,230 --> 00:17:21,877 And if you take that perspective and just adapt 356 00:17:21,877 --> 00:17:23,460 all the things the airlines have done, 357 00:17:23,460 --> 00:17:28,270 you can make flying that little Cessna dramatically safer. 358 00:17:28,270 --> 00:17:30,360 So that means recurrent training. 359 00:17:30,360 --> 00:17:33,510 Maybe go up with an instructor every three months instead 360 00:17:33,510 --> 00:17:37,600 of the every two years that the FAA requires. 361 00:17:37,600 --> 00:17:40,320 The instrument flying skills are really 362 00:17:40,320 --> 00:17:43,110 important for VFR safety. 363 00:17:43,110 --> 00:17:45,120 They make you a much better pilot at night, 364 00:17:45,120 --> 00:17:48,310 as we've just discussed, and even 365 00:17:48,310 --> 00:17:49,560 bombing around during the day. 366 00:17:49,560 --> 00:17:51,480 You'll be able to fly with about 5% 367 00:17:51,480 --> 00:17:54,990 of your mental energy instead of 50% 368 00:17:54,990 --> 00:18:00,190 if you are an instrument-rated pilot on a nice VFR day. 369 00:18:00,190 --> 00:18:02,880 The two pilot crew and checklist is really the cornerstone 370 00:18:02,880 --> 00:18:04,920 of the airline safety system. 371 00:18:04,920 --> 00:18:07,980 So and you can take advantage of that as a GA pilot 372 00:18:07,980 --> 00:18:10,350 even though the FAA really-- 373 00:18:10,350 --> 00:18:14,670 about 5% of the FAA, which is the one you've 374 00:18:14,670 --> 00:18:17,280 seen and interacted with, is all about encouraging people 375 00:18:17,280 --> 00:18:18,300 to be single pilots. 376 00:18:18,300 --> 00:18:22,800 And 95% of the FAA is about forbidding people 377 00:18:22,800 --> 00:18:24,450 to operate single pilot. 378 00:18:24,450 --> 00:18:26,640 Every part of the FAA that regulates 379 00:18:26,640 --> 00:18:30,680 the airlines and charters of sizable airplanes, they say no. 380 00:18:30,680 --> 00:18:32,430 Of course, you can't operate single pilot. 381 00:18:32,430 --> 00:18:35,370 That would be incredibly dangerous. 382 00:18:35,370 --> 00:18:37,830 All right, so just remember, study 383 00:18:37,830 --> 00:18:43,190 a little bit about the Part 61 and Part 91 for learning to-- 384 00:18:43,190 --> 00:18:47,700 now, what does it take to be and maintain your status as a pilot 385 00:18:47,700 --> 00:18:49,820 or be able to exercise your privilege as a pilot. 386 00:18:49,820 --> 00:18:52,725 That certificate never expires. 387 00:18:52,725 --> 00:18:55,890 Part 91 is about what you can do with an airplane operated 388 00:18:55,890 --> 00:18:57,240 privately. 389 00:18:57,240 --> 00:18:59,070 And then there's this little corner 390 00:18:59,070 --> 00:19:02,730 over there under Title 49, Part 830, 391 00:19:02,730 --> 00:19:06,270 having to do with accident reporting and investigation. 392 00:19:06,270 --> 00:19:09,030 If you want to get 100 on the FAA knowledge test, 393 00:19:09,030 --> 00:19:12,330 a lot of East Coast Aero Club customers seem to over-study. 394 00:19:12,330 --> 00:19:18,810 I see a lot of 95s, 97s, 98s, and 100s, actual 100s. 395 00:19:18,810 --> 00:19:20,450 Just reread the FAA textbooks. 396 00:19:20,450 --> 00:19:22,200 I mean, they can't ask you anything that's 397 00:19:22,200 --> 00:19:25,380 not in one of their own PDFs. 398 00:19:25,380 --> 00:19:28,290 That includes the FAR/AIM, though, the regulations 399 00:19:28,290 --> 00:19:30,900 and the Aeronautical Information Manual. 400 00:19:30,900 --> 00:19:34,170 There are test prep books and online equivalents 401 00:19:34,170 --> 00:19:35,220 that are worth it. 402 00:19:35,220 --> 00:19:39,570 To finish this course, actually, you can get this-- 403 00:19:39,570 --> 00:19:40,830 you'll be able to get-- 404 00:19:40,830 --> 00:19:42,580 actually, we don't even need to email you, 405 00:19:42,580 --> 00:19:46,750 because if you have the course homepage, you can see it here. 406 00:19:46,750 --> 00:19:50,380 You go to this King Schools thing. 407 00:19:50,380 --> 00:19:52,750 And you say you want to do 60 questions. 408 00:19:55,023 --> 00:19:56,940 TINA SRIVASTAVA: 60 is the number of questions 409 00:19:56,940 --> 00:19:57,990 on the actual exams. 410 00:19:57,990 --> 00:20:00,500 We're making our final exam be the same. 411 00:20:00,500 --> 00:20:02,250 PHILIP GREENSPUN: And then you Start Test. 412 00:20:02,250 --> 00:20:03,583 You need to send us the results. 413 00:20:07,430 --> 00:20:08,560 And we'll be happy. 414 00:20:08,560 --> 00:20:11,060 All right, next steps-- if you want to continue your journey 415 00:20:11,060 --> 00:20:16,687 beyond this class, maybe that's for the one or two people-- 416 00:20:16,687 --> 00:20:18,520 TINA SRIVASTAVA: And can I borrow that the-- 417 00:20:18,520 --> 00:20:19,630 PHILIP GREENSPUN: --for whom that applies that actually 418 00:20:19,630 --> 00:20:20,940 want to continue their journey. 419 00:20:20,940 --> 00:20:22,670 TINA SRIVASTAVA: Can I borrow the pointer for just a second? 420 00:20:22,670 --> 00:20:24,760 Just for the guys that were getting tripped up thinking it 421 00:20:24,760 --> 00:20:27,290 was a river, this is exactly what we were talking about. 422 00:20:27,290 --> 00:20:29,140 This is Boston Logan. 423 00:20:29,140 --> 00:20:32,410 These blue lines, circles that are around it, are not rivers. 424 00:20:32,410 --> 00:20:34,870 It's indicating that Class Bravo airspace. 425 00:20:34,870 --> 00:20:37,513 And I have it open over here if you want to take a look. 426 00:20:37,513 --> 00:20:39,680 PHILIP GREENSPUN: OK, so yeah, join the flying club. 427 00:20:39,680 --> 00:20:41,240 Go visit a flight school. 428 00:20:41,240 --> 00:20:44,680 Most of the busier US airports have some kind of flight school 429 00:20:44,680 --> 00:20:47,120 that you can do. 430 00:20:47,120 --> 00:20:49,320 And yeah, in the two hours that are remaining 431 00:20:49,320 --> 00:20:51,960 to me for this presentation, I would just 432 00:20:51,960 --> 00:20:52,877 like to say thank you. 433 00:20:52,877 --> 00:20:54,752 TINA SRIVASTAVA: Now, we're saying thank you. 434 00:20:54,752 --> 00:20:57,300 But just to clarify, there's a really cool guest speaker 435 00:20:57,300 --> 00:20:58,170 coming next. 436 00:20:58,170 --> 00:21:01,260 But for the purposes of our teaching, thank you very much. 437 00:21:01,260 --> 00:21:03,680 And we'll take any questions.